Transmission control



Feb. 27, 1940. w, OSBORNE 2,191,543

TRANSMISSION CONTROL Filed NOV. 1, 1937 4 Sheets-Sheet 1 fizveni om' Z0252 42772, ,5 0 Zorne w. B. OSBORNE TRANSMISSION CONTROL Feb. 27, 1940;

4 Sheets-Sheet 2 Filed Nov. 1, 19s? Nu m a R b Q 1940- w. B. OSBORNE TRANSMISSION CONTROL Filed Nov. 1, 1937 4 Sheets-Sheet 3 50:2 zamfi L 9 Win 10? Feb. 27, 19 40. w, QSBQRNE 2,191,543

TRANSMISSION CONTROL Filed Nov. I, 1937 4'Sheets-Sheet 4 *---AEM&L0n

QfiZZ/fl7"- I I MIL/21 562772 ,5. 0 Jar/2e I m? I Patented Feb. 27, 1940.

UNlTED STATES Zdtldii earner ossice William B. Osborne, Muncie, Ind., assignor to Borg-Warner Corporation, Chicago, 111., a corporation of Illinois Application November 1, 1937, Serial No. 172,117

-, 19 Claims. (01. 74-473) This invention relates to speed ratio changing devices such as automobile transmissions, and

particularly to controls therefor.

The principal object of this invention is to pro vide a mechanical remote control for a speed ratio changing device which may be located so as to be accessible to an operator without interfering with his movements.

Another object of this invention is to provide a control for a speed ratio changing device which is positive in its action, but which nevertheless trol taken along line 3--3 of Fig. 2.

4 is an enlarged section through a position determining means used in the control.

5 is a plan View of a speed ratio chang- 3Q ing device to which the novel control has been attached.

61s a fragmentary end elevation in sec tion of the speed ratio changing device of Fig. 5. g 7 is a fragmentary side elevation, partly in section, of the speed ratio changing device of Fig. 5. Fig. 8 is an elevation of another form of remote control embodying the features of this invention.

Fig. 9 is a view of the control taken in the 4U of the steering wheel of Fig. 8.

Fig. 10. is a fragmentary side elevation of anform. of speed ratio changing device to with this invention may be applied; and

Fig. 11 is an end elevation, partly in section, of the speed ratio changing device of Fig. 10.

urposes of illustration, the invention will be (1 *ibee. applied to an automobile transn. It is understood, however, that it is not ed to such. application, but may be used ever the speed ratio through a geared dee to be controlled from. a distance.

in its broadest aspects, this invention comprises a pair of spaced, oscillatable members connected o3; means of cables to the shiftable elements of a transmission, and a control lever capable of plane Fig. 3 is a front elevation in section of the cone translating the normal gear-shifting motions into oscillations which are transmitted to the shiftable elements of the transmission to effect a change ingear ratio. Thus, the control may comprise a pair of spaced pulleys, a lever pivoted at some point outside the diameter of the pulleys and capable of oscillating the pulleys individually a predetermined amount, and bringing one to rest at a definite point prior to crossing over and engaging the other. mission, corresponding pulleys are secured to shafts which rock shift forks to effect the speed ratio changes, or to shift rails in the transmission through cranks secured tothe shafts. The cables are clamped to the pulleys to prevent slipping.

Referringnow to the drawings for a detailed description of the invention, there is shown in outline at H) in Fig. 1 a fragment of a gear box or transmission containing the usual gears for effecting low, intermediate and high speed ratios as well as neutral and reverse. Above transmission in is an instrument panel or dash II to which is bolted a control designated generally by the reference character l2. Said control 12 is provided with a short lever 13 the end M of which describes a series of motions which correspond to the motions of a standard gear shift lever in effecting neutral, low, intermediate, high and reverse speed ratios. Operatively connectible with lever I3 is a pair of spaced pulleys designated generally by reference character l 5 around whichare passed cables It, I! which then pass over direction changing pulleys I 8, l9 and 2t! to corresponding pulleys 2| and 22 (Fig. 5) on the sides of transmission 10. Each cable is provided with description of control I2, 25 is a casing having an apertured boss 26, the aperture of which is machined to form a socket for a ball 21 on lever 83. Boss 26 is provided with a cap 28 which abuts shoulders 29 on housing 25, and is secured thereto by suitable machine screws 30. Said cap 28 is Iapertured at 3|, the diameter of the aperture At the transa tightening means such as a turnbuckle 23 and being less thanthe greatest diameter of ball 21, as

so that cap 28 serves to maintain ball 21 in its socket in boss 26. In the control shown, boss 25 is disposed angularly with respect to the plane of dash H, but it is understood that the angle of the boss relative to housing 25 may be altered so that the axis of boss 26 is parallel-to the plane of dash ll, or at right angles thereto, or at any angle with respect to these two positions deemed desirable or necessary.

Adjacent boss 26 is a second boss 32 which is apertured at 33 to receive bolts (not shown) for securing housing 25 to dash II. A third boss 34 is drilled and tapped at 35 to receive a tie rod 25 for bracing said housing in a horizontal direction as previously described. f

The sides 36 and 3? of housing 25 are provided with coaxial internal bosses 38 and 39 which are apertured to receive pulley axles 48 and M. Said pulley axles are maintained in place in housing 25 by pins 42 and 43 which pass through aligned apertures in the bosses and their respective axles. Mounted on each axle 38 and M is a pulley M and 45 respectively, internal bosses 38 and 39 being of such length that the pulleys are in spaced relation. Each pulley is provided with circumferential lugs 43, 5'1 and 38 extending into the space between the pulleys. The end 49 of lever I3 is formed with flat sides 58 and 5| and with spherical edges 52 and 53 which are made possible by a reduction in width at 54. The space, between lugs 46 and 4! is such that when end 9 of lever I3 is inserted therein, spherical surfaces 52 and, 53 are in contact with the lugs 48 and M to provide a driving connection with the pulley with a minimum of backlash.

Lugs 48 do not extend inwardly as far as lugs 43 and 47, and are adapted to includebetween them an internal boss 55 on housing 25 adjacent boss 34. Said boss 55 is provided with a' machined aperture 56 within which, are located plungers 57 and 58. The plungers may be made identical for ease of manufacture and are formed with conical ends 59 and Sfl'which blend into spherical tips 8! and 62. Lugs 48 are provided with centrally located frusto-conical depressions 63 which act as seats for the ends of plungers 51 and 58. Suitable means, such as spring 84, is inserted between plungers 5i and 58 to urge them outwardly toward pulleys M and 45. The

- spring shown is a helical spring, and accordingly plungers from its seated position -to the position wherein it rides upon the outer surface 85 of lug 48. By this construction, the plungers perform the usual functions of poppets and in addition prevent simultaneous rotation of both pulleys with respect to boss 55, since both plungers cannot be retracted at the same time. This latter function is used to prevent an inadvertent simultaneous shift into more than one speed ratio.

Reference is now made to Figs. 5 to '7 in clusive for the details of the pulley mechanism at the transmission.

Some manufacturers prefer that equipment other than standard be made optional, that is, that transmissions adapted for standard control be supplied for a given car as well as transmissions designed for remote control. To reduce the cost of optional equipment, therefore, it is desirable to supply a transmission which is forthe most part standard, but which nevertheless may be readily converted to the form required for the optional control. Thus the transmission may comprise the usual reverse, neutral and first speed gear 56 which is shiftable by a fork 51 attached to a shift rail 38, and a synchromesh shift between first and second and second to high, similarly operated by a shift fork ill, secured to a shift rail ll. Standard poppets i2 and it may be provided for shift rails 58 and H, respectively. Transmission housing "M may be standard in every respect except that it is provided with bosses 1'5 and l6. If standard equipment is desired, the bosses are not machined or drilled. If the remote control construction is desired, said bosses are drilled to receive pulley shafts "fl and E8, the inner ends of which are secured to cranks l8 and 80, respectively. The ends 8! and 82 of cranks i9 and 85 cooperate with slots 83 and 8 respectively, in shift rails 58 and fl. Pulleys 2i and 22 are secured to the outer ends of shafts Ti and T3 in any suitable manner, as, for example, by threading the ends of said shafts and providing a washer 85 which bears against a shoulder 85 on each pulley, a nut 87 being used to provide the requisite pressure. Packing 88 is used between the shafts and housing to prevent loss of lubricant from transmission housing It. Each shaft has a peripheral groove 89 which cooperates with a pin 88 in the bosses to prevent axial move of the shaft.

Each of the pulleys M, 22, Ml and 45 is provided with a boss M which is drilled and tapped to receive a machine screw 92. The sides of the pulleys are cut away at the boss as at 93 (Fig. 6) and a clamp 3% is inserted between screw 92 and the pulley to secure the cooperating cable to the pulley.

The operation of the control is as follows:

Lever i3 is shown in Fig. l in its neutral position, that is, the position in which both plungers 51 and 58 are seated in depressions 53 in pulleys id and 45. In this position the lugs 58, ll and iii onpulleys 44 and 45 are aligned. To shift into first from neutral, lever i3 is moved perpendicw' larly to the plane of Fig. 1 and then downwardly, thereby-engaging lug 47 on pulley M, and rotat= ing said pulley clockwise (Fig. 2) This clockwise rotation of pulley 44 is transmitted through cable ll secured thereto to pulley 2! at the transmission. Said pulley 21 rotates crank 79 and thereby moves shift rail 58 to shift gear 36 to its first speed position. Since the distance travelled by shift rail 68 in shifting the gear is greaterthan the distance travelled by shift rail H to operate the synchromesh device, crank 19 may be made longer than crank 88 so that the movement of the cable is approximately the same for both shifts. While the shift into first is being made, plunger 5? is seated in depression 63 and prevents rotation of pulley 45.

To shift into second from first, lever i3 is moved upward to about one-half of its total throw in that direction, and then through neutral as in the standard shift to cross over and pick up pulley 35, and then upward to the limit of its travel'in that direction. This causes end 59 of lever E3 to engage lug 46 on pulley 45, and to rotate said pulley counterclockwise. Such rotation of pulley 55, however, does not take place until plunger 58 is seated in depression 63, that is, until gear 53 is returned to neutral position. The, rotation of pulley is transmitted through cable I 5 cooperating therewith to pulley 22, which in turn operates crank to shift rail TI and fork j attached thereto to effectuate. thev connection through the second speed gear train. During this time plunger 58 is locked in its seated posi- 1 vgear connection.

Reverse is obtained by shifting lever I3 through neutral at right angles tothe plane of Fig. 1,

and then upward, thereby causing end .40 of the lever to pick up lug 46 on pulley 44 and "to rotate said pulley counterclockwise. This motion is again transmitted through the cooperating cable to pulley 2'I at the transmission, and thence through crank 10 and shift rail 68 to shift fork 61, which thereupon shifts gear BG'to' its reverse position.

The cable control just described is applicable with a few modifications. to the steering wheel type of control, that is, to the type of gear shift control which is mounted on the steering wheel post, Figs. 8, 9, 10 and 11 show the details of such a construction.

Referring now to Fig. 8, 95 is a steering post of the usual construction on which is mounted a steering wheel 96 and two' brackets 91 and 98.

Bracket 91 is located near steering wheel 06, and

supports a shaft 99, the axis of which may be parallel to the axis of steering post 95. Bracket 98 is secured to steering post 95 below the toe board I00 of the drivers compartment. Said bracket 98 has a pair of coaxial bearings I 0| and I02 through which shaft 99 passes and in which 1 said shaft is journalled. Spaced from bearings IM and I02 are bosses I03 and I04 which are it 6 and 45' in a manner similar to boss 55 of Figs.

,siondrilled to receive coaxial pulley axlesv I 05 and I 00, respectively, said axles being pinned to the bosses at the outer extremities thereof as shown at I01 and I08. Axle I05 supports a'pulley .45, and axle I06 supports a pulley 44, said pulleys being identical with pulleys 44 and 45 ofFigs. 2 and 3.

An inwardly extending boss I09 is provided in brackets 98, which extends between pulleys 44 2 and 4. Boss I 09' is likewise apertured to receive plungers 51' and 58' which cooperate with depressions 63' in pulleys 44 and 45' to' prevent an inadvertent simultaneous shift to more than one gear ratio.

Clamped to shaft 99 between pulleys 44" and 45 is an arm H0, which is shaped similarly to the portion of lever I3 extending below ball 21;

,1 Thus, rotation of shaft 99 about its axis permits end of lever I I0 to engage lugs 46' and 4'! on the pulleys, and axial movement of shaft 99 effects a cross shift from one pulley to another corresponding to a cross shift of the transmis- Shaft 99 is radially outward and terminating in a ball IIZ.

A coil spring H3 is used between bearing I02 and arm III] to bias shaft 99 in a downward 2 direction. As in the previous design, pulley 44 operates the first speed and reverse gear of the transmission, and pulley operates the second speed and high synchromesh device. Spring I I3, therefore, serves to maintain arm III; in contact with the pulley that is longest in usecontrolled by a lever III' extending To operate the control, lever III is raised and moved clockwise (Fig. 9) to the limit of its travel in that direction. This causes arm IIOto' engage pulley 44' and rotate it clockwise to effectuate the low speed connection. It will benoted that during its clockwise rotation, arm IIO rides on lug 47 of pulley 45'. Plunger 51', however,

will remain seated in depression 63' due to the also because of spring I I3 which tends to depress" the lever, as it passes through neutral. acts asa safeguard against an overshift into reverse from low speed.

To shift into second, lever I II is rotated to its neutral position, which causes lugs 41' and .48

to become aligned and thereby to permit end 45' of lever H0 to drop to pulley 45'. Lever III is then rotated counter-clockwise to the limit' of its travel in that direction. This causes pulley 45" to be rotated counter-clockwise and through the cable connection thereto, to effectuate the shift into second speed. I

The shift into high is accomplished by rotating lever III clockwise to the limit of its travel in that direction. The corresponding clockwise rotation of pulley 45' serves to effectuate the appropriate high speed gear connection of thetransmission.

For those installations which do not provide an option between standardshift and remote control shift, the transmission shown in Figs. 10 and 11 may be employed. This differs from the transmission shown in Figs. 5, 6 and -7 in that the shift rails are eliminated and pulleys 2| and 22' operate directly upon pivoted shift forks connected to low and reverse gear 66, and second and high synchromesh 6'9.

Referring specifically now to Figs. 16 and 11,

it will be seen that pulleys 2V and 22 are secured to shafts II t and It'd, respectively, which are journalled in appropriate hearings in housings ME. Clamped toyeach shaft is a pair of arms Ill and M0 to the ends of which are securedpivoted members H9 which ride in the groovesof shiitable gear 655 and the shiftable element of synchromesh device 69. shafts H4 and 5 i5, therefore, oscillate members I I7 and I'IB to shift gear $6 and synchromesh device 09. A boss IZil may be provided in housing Ht opposite one arm of each-of the'pair II? and Iltl within which is located a suitable poppet I2! which cooperates with depressions I22 in an enlarged end I23 of said arm. Poppet 2! and depressio'ns I22 determine the neutral and two engaged positions of themeinber shifted by the arm.

The elimination of the shift rails in the transmission shown in Figs. it and i1 simplifies the transmission construction, reduces the cost of the transmission, and also reduces the amount of 1 friction which the remote control must overcome.

It will be apparent that the remote control described removes the control lever for the transmission from the floor of the drivers compart ment, and therefore does not impede the movements of the driver or passengers. The control member itself follows standard movements for effecting the various shifts available in the trans- O scillating mission, and hence it is not required that 1 the driver acquire any special technique for controlling thespeed of the transmission. Since the cables areclamped to their respective pulleys, the 5.. action of the control is positive. The cable and policy system does not unduly increase the friction in the system, and in actual tests it has been found substantially no more force is required to eifect the shifts with this system than with the direct connected. standard gear shift. This is brought about by the use of a minimum number of sliding parts and the use wherever possible of rot ting parts which are known to have comparative r little friction. Since the control is conto the transmission through cables, vi-

L one and other objectionable noises from tl ransmission cannot be telephoned to the contr and from there to the drivers compartment.

The cable connection also permits a very large relative movement between the control and transmission such asis necessary where the engine of a car is flexibly mounted with respect to the body of the car. t will be noted that cranks IQ and 80 when operated are turned sufficiently to present considrableresistance to return movement of the coii'lg shift rails. It is possible by this means irninate the poppets at the rails and to use this resistance to maintain the rails in their op- 3 ;erative positions. i

It is understood that either of the controls shown may be used with either type of transmiss 1, or with'transmissions which do not employ synchromesh shifts.

It is understood further that the foregoing description is merely illustrative of a preferred embodiment or embodiments of the invention, and that the scope of the invention, therefore, is not to be limited thereto, but is to be determined b 4 the appended claims.

3 claim:

LA control for a shiftable transmission device comprising spaced pulleys, means connecting the pulleys with the shiftable transmission device, a support for said pulleys, said support ineluding a boss extending between said pulleys, and means in said boss for preventing simultaneous rotation of the pulleys to prevent a simultaneous double shift of the transmission de- 2. A control for a shiftable transmission device comprising a housing, spaced pulleys in the housing, means connecting said pulleys with the shiftable transmission device, a boss on the housing extending between said pulleys and ""means in said boss for preventing simultaneous rotation of said pulleys to prevent a simultaneous double shift of the transmission device.

3. A control for a shift-able transmission device comprising spaced pulleys, spaced lugs on the faces of the pulleys, means connecting the pulleys with the transmission device, means selectively engaging the lugs on the pulleys for oscillating the pulleys to effect a shift the transmission, and means for aligning the "lugs of the pulleys when said pulleys are positioned for neutral to permit a cross shift of the lug engaging means from one pulley to the other.

A control for a shiftable transmission defv'ice as described in claim 3, said last mentioned comprising a fixed member projecting into the space between the pulleys, said pulleys having depressions, and resiliently mounted members in said fixed member adapted to engage said depresw sicns when the pulleys are positioned for neutral.

5'. A control for a shiftable transmission debetween the pulleys and substantially filling said;

space thereat, and means pivoted. at a point outside the space defined by the pulleysand adapted selectively toengage the lugs to oscillate the pulleys, whereby to shift the transmission, said lugs being spaced circumferentially upon the pul-. leys and adapted to be aligned-to permit said engaging means to cross over fromone pulley to the other.

7. A control as described in claim 6, said Shiftr. able device having a neutral position, and means for aligning said lugs when theshiftable .device is in its neutral position.

8. A control as described in claim 6,-and means for preventing a simultaneous double shift of the transmission device.

9. A control for a speed prising a housing removed from the speed changing device, a pair of spaced pulleys in the housing, corresponding pulleys at the speed changing device and operatively connected thereto to efiectuate a change in speed by an oscillatory motion, continuous flexible means passing over each one, of the pair of pulleys in the housing and over thecorresponding pulleys at the speed changing dechanging device com-.

vice, means for securing said flexible means to the pulleys to obtain positive drive connections therebetween, and'means for selectively driving the pulleys in the housing to effectuate a change jecting' between the pulleys, and means in said third boss for preventing simultaneous rotation of' the pulleys.

11. In combination a support for a transmission control. adapted to be'located near the steering wheel of an automobile, spaced pulleys operatively associated with said support and'a lever for selectively oscillating said pulleys, said support in-' cluding a bracket, means on said bracket for attaching said support to a steering wheel post, aligned. internally projecting supports for the pulleys, a boss projecting between the pulleys, and means in the boss for preventing simultaneous rotation of said pulleys. 12. A control for a shiftable transmission de vice to be" used in conjunction with'a steering wheel and steering wheel post, comprising spaced pulleys having axes parallel to the axis of the steering wheel, lugs on the pulleys projecting into on the pulleys whereby to oscillate said pulleys, continuous cable means connecting the pulleys with the transmission to efiec-tshifts therein, a

lever supported from the steering wheel post in the vicinity of the steering wheel, and means connecting the lever at the steering wheel with the lever between the pulleys, whereby motion of the steering wheel lever may be translated to shifting movements at the transmission.

13. A control for a shiftable transmission device to be used in conjunction with a steering wheel and steering wheel post, said control comprising a bracket secured to the steering wheel post, spaced pulleys having axes parallel to the axis of the steering wheel, aligned supports for the pulleys, lugs on the pulleys projecting into the space between the pulleys, a lever pivoted outside the diameter of the pulleys and adapted selectively to engage the lugs on the pulleys to oscillate said pulleys, means connecting the pul-,

leys with the transmission to eiliect shifts therein and a rod connected to said lever and projecting upward to the vicinity'of the steering wheel and then outwardly thereof to control the movements of the lever, said rod being adapted to move axially to determine which of the pulleys shall be operative.

14. A control for a shiftable transmission device to be used in conjunction with a steering wheel and steering wheel post, said control comprising a bracket secured to the steering wheel post, spaced pulleys having axes parallel to the axis of the steering wheel, aligned supports for the pulleys, lugs'on the pulleys projecting into the space between the pulleys, a lever pivoted outside the diameter of the pulleys and adapted selectively to engage the lugs on the pulleys to oscillate said pulleys, means connecting the pulleys with the transmission to effect-shifts therein, arod connected to said lever and projecting upward to the vicinityof the steering wheel and then outwardly thereof to control the movements of the lever, said rod being adapted to move axially to determine'which of the pulleys shall be operative, and

means for urging the rod axially in the direction of the pulley which is normally most in use.

15. A housing for a transmission control, spaced 1 pulleys within the housing, and a lever for selectively oscillating said pulleys, said housing including aligned internally projecting supports for the pulleys, an inclined ball seat for the lever located outside the space defined by the pulleys to reduce the throw of the free end of the lever, and a boss supporting the housing.

16. A control for a shiftable transmission device comprising spaced pulleys, means connecting said pulleys to the shiftable transmission device,

lugs on the pulleys projecting into the space between the pulleys and substantially filling the space thereat, and means pivoted at a point outside the space defined by the pulleys and adapted selectively to engage the lugs to oscillate the pulleys, whereby to shift. the transmission, said lugs being spaced circumferentially upon the pulleys and extending a distance substantially equal to the maximum travel of the engaging means.

17. A control for a speed changing device comprising a housing removed from the speed changing device, a pair of spaced pulleys in the housing, corresponding pulleys at the speed changing device and operatively connected thereto to effectuate a change in speed by an oscillating motion, continuous flexible means passing over each one of the pair of pulleys in the housing and over the corresponding pulleys at the speed changing device, means for securing said flexible means to the pulley to obtain positive drive connections thereoetween, and a lever pivoted outside the diameter ofthe pulleys and adapted selectively to engage and oscillate the pulleys whereby to effect a change in the speed changing device.

18. A transmission comprising shiftable elements for effecting speed changes, slidable rails secured to the shiftable elements, ahousing for the transmission, oscillatable cranks pivoted in the housing and operating directly upon the rails, said cranks when operated being adapted to assume an angle with respect to the rails such that normal shifting forces transmitted to the rails from the'shiftable elements will be ineifective to turn the cranks and means external to the housing for selectively rotating said cranks to effect shifts in the transmission, said last mentioned means comprising pulleys secured to the cranks, corresponding pulleys located at a point remote from said transmission, continuous flexible means connecting each crank pulley with its-corresponding remote pulley and means for selectively oscillating said remote pulleys.

19. A transmissionv comprising shiftab-le elements for effecting speed changes, slidable rails secured to the shiftable elements, a housing for the transmission, oscillatable cranks pivoted in the housing and operating directly upon the rails, said cranks when operated being adapted to assume an angle with respect to the rails such that normal shifting forces transmitted to the rails from the shiftab'le elements will be ineffective to turn the cranks, and means external to the housing for selectively rotating said cranks to effect shifts in the transmission, said last mentioned means comprising pulleys secured to the cranks,

. corresponding pulleys located at a point remote 

